Engine-valve mechanism



C. R. GREUTER.

ENGINE VALVE MECHANISIVI. APPucATxoN-FILED Aue.22. 191s.

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ENGINE VALVE MECHANISM.

APPLICATION FILI-:D Aus.22, 1918.

Patented Aug. 24, 1920.

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C. H. GREUTER.

ENGINE VALVE MECHAmsM.

APPLICATION` FILED AUG.2219|8.

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Patented Aug. 24

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, C. R. GREUTER.

ENGINE vALvE MEHANIsM.

APPLICATION FILED AUG.22. ISIB.

Patented Aug. 24,1920.

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CHARLES It. GRETER, or DETROIT, MICHIGAN.

ENGINE-VALVE MECHANISM.

Application filed August 22, 1918.

To all Liz/mm t 'may Concern.'

lle it known that l, CHARLES R. GREUTER, a citizen of the United States, residing Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Engine Valve Mechanisms, of which the following is a specification.

'l' his invention relates to that class of in ternal combustion engine valves in which the inlet and exhaust valves are concentrically arranged, and are moved both independently and in unison to open and to close the inlet and the exhaust ports.

The inventionV consists in novel features of construction of the valves proper, and also and more panticularly, in means for opening and closing both valves positively and in proper sequence and timing.

As is well known, internal combustion engines develop their greatest elliciency when ruiming at high speeds; but owing to inertia of parts and to other causes, it is diflicult to insure full and proper movement of the valves in both directions when running at such speeds. ln an endeavor' to attain this important eno it has been the more general practice to provide cams for opening the valves, either directly or through intermediate devices, and to effect their closing by means of springs. rl"his plan which is probably more satislactorv than others heretoforo resorted to, is objectionable for the reason that when the cams turn over with great frequency or rapidity they overthrow the valves, which are hence found to be sluggish in seating or returning. ln fact, at extremely high speeds they apparently at times do not seat at all, but only partially close the inlets, and -zause a chattering or hammering that destructive both of the cams and of the valves. lf the springs be made strong or still1 to insure quicker and better seating action, they olfer an unoue resistance and require too greatexpenditure of power to open the valves.

For aviation work particularly, it is essential to attain maximum power and speed in proportion to weight, and to preclude the possibility of failure of a valve to seat and unseat fully every time. lt is in this field of work that engines are run at maximum attainable speeds, the cam shaft often making several thousand revolutions per minute.

Constant a'nd efficient lubrication is also Specification of Letters Patent.

Patented Au 0 Serial No. 250,995.

, means, which will be described.

Concentric valves are employed for the y reason that they allord greater area for inlet and exhaust ports or openings than any other type or lorin of valve practicable under conditions of use, while at the same time being comparatively easy to lit and to maintain in perfect seating condition.

The invention is, as indicated, directed to positively-acting mechanism for actuating valves of this type in proper time and sequence at all speeds, a result not hitherto attained so far l am aware. Practical and thorough tests of the mechanism now to be described show a marked increase in efhciency, due to proper development of these features.

The accompanying drawings illustrate a preferred embodiment of the invention, which, however, is susceptible of modification in various of its details. ln these drawings Figure l is a sectional elevation of the improvedstructure, applied to two cylinders of an internal combustion engine;

Fig. 2, a vertical transverse section on the line 2 2 of Fig. l;

Fig. S, a similar view on the line 3-3 of Fig. 1,'

F ig. l, a horizontal section taken on the line 4l*4 of Fig. 3;

Fiom 5, a sectional view of one of the brackets or supports of the cross-heads which carry the valve stems;

Fig. G, a perspective view of the slide or carrier and cross-head of the inlet valve;

Fig. 7, a similar view of the slide or carrier and cross-head of the exhaust valve;

F ig. 8, a plan view of the exhaust valve cross-head;

Fig. 9, an elevation of the inlet valve with its stem partly in section to show the-oil passage;

Fig. 10, a sectional elevation of theV eX- haust valve;

Fig. 11, a section taken on the line 11-11 combustion engine, which may comprise any desired' number of cylinders, two being illustrated. rlfhese may be formed in one integral casting or in separate units, suitably connected, as preferred. 2 indicates the cylinder head casting, here represented as one integral casting common to the several cylinders, and having formed 1n 1t the inlet Y aassae'es 3 exhaust )assaOes 4 exhaust valve seats 5' and exhaust valve guide rings or cylinders G.

The inlet valves 7 are of circular disk form, each with a beveled circumferential face 8 which finds a corresponding seat 9 in the lower end of an annular exhaust valve 10. VEach exhaust valve 10 is of theY form shown in Figs. 1, 2, 3 and 10, having an annular body the upper portion 11 of which is of true cylindrical form to lit the guide ring or cylinder G, said cylindrical portion 11 being advisably provided with split packing rings 12, such as are commonly used with engine pistons. Below the cylindrical portion 11 is a concave or hour-glass shaped portion 13', having just above its lower edge a beveled face 14 to match the valve-seat 5. The large cylindrical guiding surfaces thus provided insure great steadiness and accuracy of travel of the exhaust valves, with but little wear, while the packing rings compensate for such wear as does occur, and

maintain a gas-tight barrier between the Awhich spider the gas charge may pass into and thence through the interiorof the valve. The tubular stem 17 is bored to fit accurately about stem 15`of the inlet valve with a sliding fit, the contacting surfaces being constantly and thoroughly lubricated by oil supplied through the oi'l passage 16 of the vinlet valve 7.

To Vinsu-re like efficient lubrication lof the contacting surfaces of the portion 11 of the exhaust valve and the guiding ring or cylinder G, an annular groove or channel 19 is formed in the interior of stem 17 of said exhaust valve, in which collects the oil passing down between the concentric valve stems, and from which it flows to said contacting surfaces through passages 20 formed in the arms of spider 18, as seen in Figs. 1 and 10.

Each exhaust valve stem passes through a close fitting collar or gland 21, secured in place in an opening in the top of casting 2, and preferably annularly grooved internally to hold tallow, oil or other lubricating and packing' material. This guidance, additional to' that afforded by the cylindrical body 11 and guide ring or cylinder' 6, insures a perfect right-line movement of the exhaust valve, the long tubular stem 17 of which in turn gives like guidance to the inlet valve stem 15 and valve 7. In this way is solved vwhat h'as heretofore proven a diliicult problem in the use of concentric valves seating one upon the other, that is, securing proper sup-port and guidance of the valves throughout their movements, without in any manner ha-mperingl ellicient driving connection with the valves.

The mechanism for operating the valves in proper time and sequence is illustrated in Figs. 1 to 8 inclusive, the first four figures showing the parts assembled. As it is usual practice to provide internal combustion engines with cylin lers in even numbers, as two, four, and upward, l have designed and here illust 1ate the supporting and guiding parts as made up in unit sections, cach suitable for two cylinders, and l indicate the manner in which successive units may be added as required. f

0 support the Ycam-shaft 22 l provide hollow standards or uprights 23', formed with suitable bases to rest upon the top of casting 2, and to receive bolts or other fastening means for securing them rigidly to said casting. Each standard 23 is formed with a tubular'heador boss 211 at its upper end to receive atubular tie or connecting inember 25, of diameter to lit accurately the eyes or openings of the bosses 2e inA which the tiemember is secured by pins 26 passing through the bosses and said member. rlhe tie-member 25 is shown in sections each of a length to span two cylinder heads, and the standards 23 are spaced to correspond.

Each standard 23 is formedwith a circular enlargement 27 somewhat above its midheight, to receive a sleeve 28 which constitutes a bearing for cam-shaft 22. r.These sleeves are' eachv formed with a circular portion to lit closely within an opening in and concentric with the enlargement' 27, and with a radial flange or disk 29 which liesy close against the face of such enlargement and is made fast thereto by tap bolts 30, or equivalent means. In that part within the hollow standard the sleeve is provided with an oil hole or passage 3l, the upper end of which is enlarged into a concavity 32 reaching to the sides or walls of the interior space of the standard above the sleeve 28, which space serves as an oil chamber, and receives oil from the tubular connecting member 25 through an oil passage 33.

@il under pressure is supplied to the connecting member 25 in any convenient manner, the ends o'll said member being plugged to prevent escapeiat those points, and the filling opening being sealed in any convenient or usual way. Directly beneath the oil passage 3l there is formed within and at the upper side of sleeve 28, a groove or channel 34 by which oil is distributed over the cam-shaft 22 throughout practically the full length of the sleeve. By the provisions thus made the cam-shaft is eflieiently lubricated, and a suiiicient quantity ot oil is stored to maintain lubrication ot the shalt and other parts presently noted, for a considerable length ot time, while by utilizing the hollow 'frame for this purpose, lightness and strength oi structure are secured, and other or special oil containers are rendered unnecessary.

ietween the standards 23 and their sleeves 23 are arranged the cams which give motion to the valves, the cross-heads and slides through which connection is made and motion imparted, and the guideways-in which the slides move. 35 and 36 indicate the cams which respectively open and close the inlet valve 7, and 37 and 38 indicate the cams which respectively open and close the exhaust valve l0, it being noted, however, that the exhaust valve during its opening movement carries with it the inlet valve, their simultaneous movement being necessary in order to maintain the inlet valve in contact with its seat during movement of the exhaust valve.

Inlet valve 7 has secured to the upper end of its stem l5 a cross-head 39, having a tapped or threaded hole 4l) at its midlength to receive the correspondingly threaded end of the valve stem. Thev cross-head is slotted trom said hole toward theiends thereof. At either side oi the tapped hole 4() is a transverse bolt 4l, by which bolts the walls of the slot 42 may be drawn toward each other so as to grip the valve stem and thus to preclude any loosening or unscrewing of the valve stem. This is highly important in an engine iter aviation purposes, owing to impracticability ot making repairs or adjustments while in flights. Each end ot the cross-head 39is provided with a cavity open at is lower end, to-receive a tempered helical spring 43, preferably of wire of rectangular cross section, and advisably of considerable stiffness. Coneentric with this cavity or spring seat is a smaller opening extending thereitrom to the upper i'ace of the cross-head 39, through which hole passes the upper end oi a cylindrical stem or bolt 44, which is threaded at both ends. A. nut 45 is screwed upon the lower end ot' the stem or bolt 44, and serves to conline, and it need be, to compress more or less the spring 43. rThese parts are seen in lfigs. 2 and 5.

The stem or bolt 44 passes ireely through the cross-hard 39, and is screwed into a stud or bracket 46 having a threaded steni 47, which screws into a suitably tapped hole in a. slide or carrier 48," there being a sepa- )ate bracket, stern, spring and nut ttor each end of the cross-head. The slide or carrier 43 has at its upper end two guiding members 49, and at its lower end two similar guiding' members 50, all lying in parallel planes. The guide members 49 move in guideways 5l, formed in blocks 52 carried by the tubular tie-member of the valve gear lraming, and the guide members 50 move in guideways in housings 53 bolted to the top ot' cylinder head casting 2, the several guides and guideways insuring accurate positioning and true right-line movement oli the slide, and consequently @it the valve carried thereby.

ln similar manner, the tubular stem i7 ot exhaust valve l() is threaded at its upper end and screwed into a tapped hole in a cross-head 54 slotted longitudinally and furnished with compressing bolts and spring sockets in all respects the same as in the case of the inlet valve, except that the crosshead is longer and heavier. So, too, the cross-head 54 is furnished with spring seats7 springs, bolts or stems, and carrying brackets in all respects like those ot' cross-head 39, the studs or brackets screwinginto a slide or carrier 55 substantially identical with slide or carrier 48.

inlet valve slide 4S is provided 0n one face near its upper end with a roller 56, and on the opposite face and near its lower end with a roller 57, each carried by a stud axle. Similarly, side 55 is provided on one face near its upper end with a roller 58, and on the opposite iace near its lower end -with a roller 59, which rollers are likewise carried by stud axles. lVhen the parts are assembled, roller 56 of slide 48 everhangs cam 36, while roller 57 of said slide stands beneath cam 35. In like manner roller 58 of slide 55 overhangs cam 38, and roller 59 stands beneath cam 37.

The several rollers 56, 57, 58 and 59 are each drilled from a point at or near its periphery to a point at or about the midlength oi its eye, to form an oil passage 60,

as seen in Fig. l. Owing to the rapid movement of the parts when the engine is in operation, oil supplied through the several outlet passages above described, will be thrown over various moving parts and will lind its cylindrical upper en'ds of the exhaust valv and the packing rings thereof, loss of oil being prevented by a suitable cover or cas ing. Oil passages 61 also connect the uppe guideways 5l with the interior of the tie,

one should seat upon the other, the springs interposed between the cross-heads of the members 25, thus Vinsuring' a supply of oil to said guidei'vays and the guiding mem bers moving therein. Such an oiling'sys tem has been found to work very satisfac toriiy in practice, and this oi some equiva-i lent is absolutely essential to the successfu operation of valves 'of the type here shown The contours or outlines of the severa cams are shown in Figs. l2 and 13, said cams being so formed and set in such angularl relation one to another about shaft 22, that they produce the following movements of u usual in fon-r cycle engines.

, During the first `half-revelntion or thereabout of cam-shaft 22, the` inletvalve 7 is first opened through the action of cam 35 bearing upon roller 57, and then closed through the action of cani 36 bearing beneath roller 56, the exhaust valve remaining at rest on its seat. This occurs during the iirst outward stroke ofthe piston, which consequently draws in a charge of gas and air through the inlet valve opening. During the first in-stroke or return movement of the piston, which serves to compress the `charge drawn in, the valves both remain closed or seated, those portions of the several cams in contact with the respective rollers 56, 57, 58 and 59 during this period being concentric with `the shaft 22. During the next outward movement of the piston, which is the power stroke and at the commencement of which the charge is ignited, the valves still remain seated or closed., but at the commencement of the fourth stroke or second inward movement of the piston, which serves toV scavenge the cylinder or force out the spent gases, the exhaust valve l0 is forced down by the cam 37 bearing upon the roller 59, and as said exhaust valve rests directly upon the upper face of the 'inlet valve 7, said inlet valve is carried down with the exhaust valve, remaining closely seated on 'said exhaust valve.

During the descent of the exhaust and inlet valves the cam 35 does not contact with the roller 57, nor until the exhaust valveY l0 has been raised to its seat by the action of cam 38 bearing beneath roller 58, but at 'the time that cam 38 is bearing against roller 58 andV elevating slide 55 and said exhaust valve, alike surface of cam 36 bears against and lifts roller 56 and conseqii'ently slide 48 and inlet valve 7, "thus maintaining valve 7 on its seat 9 at the lower end of the exhaust valve during thev closing movement ofthe latter.

To the end that each valve, i and l0, may always find a perfect seating, vand to guard against any 'relative displacement of the valves at those periods in which the valves and their connection with the slides 48 and 55, are provided. The springs of the respective' cross-heads V39 and 54 tend always to lift said cross-heads relatively to their slides 48 and 55, and in the event that either valve should reach its seat before the upward travel of its carrying slide is comi pleted, the springs will yield to the very limited extent which could in any case be necessary to permit the further travel of the slide after the seating of its valve. Similarly, on the downward or opening movement of the exhaust valve, carrying with it the inlet valve, the springs 43 of inlet valve cross-head 39 will hold the inlet valve to its seat on the exhaust valve notwithstanding a slight difference in the form or throw of the portions of cams 3G andf38 at such time lying beneath the rollers 55 and 58. Y

To 'insure this slight spring action, the smaller circular portion of each ofthe cams and 37 is cut away very slightly, say one or two thousandths of an inch, so that during the seating periods of the valves said cams 35 and 37 are not actually in contact with the rollers 57 and 59 upon which they respectivelyV act. The lower face of cam 36 differs from the lower face of cam 38 when said cams are viewed in the position indicated Vin Figs. l2 and 13,

in that the former is slightly concave and y the latter slightly convex. The dotted partial circles in Figs. l2 andV 13 sho'w the full or normal cam-surface, while the full-line partial circles show the cams cut away as explained.

lt is desirable to make those portions of cams 35 and'37, between the smaller circular or hub portions and their crests, slightly concave instead of tangential to said hub portions. This produces a constant acceleration of the valve movements with smoother running, at the same time prolonging the actual period of opening of the valve, owing to the relatively slow movement of the valve at the commencement of the opening movement and toward the end of the closing movement.

The compression of springs 43 is regu- `lated and ixed by adjusting the nuts on spring back during the closing of the valve.

Such action would cause a hammering with consequent wear and noise. The brackets 4G on one side and nuts 45 on the other, determine the limits of play of the crossheads 39 and 54 and consequently of the valves 7 and 10, relatively to the slides 48 and 55. Y Y

The manner of setting the camsBG and 38 is simple and is the same for each. The cam-shaft 22 is rotated Auntil the cam reaches its highest,V position whereupon, the bolts 41 being loosened, the valve stem is screwed into its cross-head until the valve bears upon its seat, and sufficiently farther to compress the' springs 43 the predetermined distance,-A of an inch under the setting proposed. readily bedetermined by noting or measuring the vamount of clearance betweenthe brackets 46 and the cross-head 39 or 54, as the case may be. When such adjustment is made, the bolts 4l. are tightened to clamp and hold the valve stemV against rotation.

The valves so set will continue to function properly for an indefinite period, or atleast until a wearing of the valve and seat to the extent of @s of an inch. It is particularly to be noted that with this construction. the valve can readily be removed or replaced without in any manner changing or remov ing the cam, shaft, or valve slide or yoke. The slight concavity of the previously straight tangential faces of the cams 35 and 37 is found to lessen materially the tendency to hammer or chatter at very high speeds, and to contribute to the efficiency of the engine. t

As above intimated, various of the minor details are subject to modification. Thus the rollers 56, 57, 58 and 59 may be omitted, and rigid studs employed for the cams to act against. So, too, the inlet valve may be made to close against the same seat as does the exhaust valve, when both are seated. In other words, to seat both against the exhaust valve and against the exhaust valve seat, such arrangement being well-known in the art. I prefer, however, the construe-l tion illustrated as it insures the effectual sealing of the inlet passage, and does not intea. parts, the tendency This adjustment can y seats formed in bodies capable of relative movement.

It will be observed that cams 36 and 38 which seat the'valves 7 and l0, are of identical or substantially identical contour through those portions which act upon the respective slides during the time that the inlet valve is seated upon the exhaust valve, including the opening and closing period of the exhaust valve.

The special means of or provision for lubrication illustrated and described herein are not specifically claimed in the present application owing to official requirement of division, lubricating means having acquired a distinct status in the arts and being hence proper to be presented in a separate application.

Having thus described my invention what I claim is l l. In combination witha valve seat, two concentric valves, one of'annular form to close against said seat and provided with a seat for the second valve, and the other of disk form to seat thereon; and means for positively seating and unseating said valves.

2. vIn combination with a cylinder head having a valve seat; an annular valve arranged to seat thereon; a circular valve arranged to seat upon the open annular end of the first valve; and means for positively seating and unseating said valves in proper time and sequence.

3. In combination with an engine having inlet and exhaust passages; a valve seat at the point where the exhaust passage communicates with the engine cylinder; an annular cylinder or ring opening from one to the other passage; an annular exhaust valve comprising a cylindrical portion fitting and movable within the connecting cylinder or ring, and a peripherally concave second portion the annular edge of which is fashioned to rest upon the valve seat and close the port at the mouth of the exhaust passage; an inlet valve of disk form concentric with the annular valve and arranged to seat against the open end thereof; and means for positively moving said valves jointly and independently toward and from their re spective seats. n

4. In combination with a valve seat, an annular valve arranged to seat thereon and itself provided with a seat for a disk valve; a disk valve arranged to close against the seat upon the annular valve; means for positively moving the disk valve from its seat on the annular valve to open a passageway through the annular valve and for positively returning the disk valve to its seat; and means for positively moving the annular valve from and restoring it to its seat.

5. In combination with an annular valve vand a disk valve concentric with and arranged to seatupon andk close the annular valve; a cai'rier `for'V the annular valve provided with oppositely projecting studs; a

[carrier- 'ior the disk valve likewise provided with oppositely projecting studs; and cams; one for each oi saidstuds, and serving to move the valves to and from their seats positively and in proper time and sequence.

6. In combination with a cylinder head havingan inlet passage, an exhaust passage, a valve seat, and connecting-cylinder; an annular exhaust valve havingav cylindrical portion to fit;- said connecting cylinder and aconcave portion terminating in a bearing `time and sequence.

face; a tubular stem carrying said valve; a cross-head secured'to saiditubularstem; a slide-and yielding connections between the 'slide andthe cross-head; an inlet valve of disk form, seating against the openy end of the exhaust valve; a' cross-.head carried by the stem oi said exhaust valve; a slideiand yieldingy connectionsl between the cross-head ,andthe slide; guideways for the respective slides; studs projecting from opposite faces of each slide g. and cams carried byya rotary shaft intermediate the upper and. lower stud ofeach,l slide,= aiidser-ving positively to move the respective slides inboth directions and thus to seat and unseat; the valves in proper 7. In .combination with two concentric V'valves, one of annular form and the other of .disk formv arranged toseat--onthevalve of annular form; concentric -valve stems for lthe two valves; carrying slides for the respective valves; connections between theref.- spective slides and theV respective valve stems, permitting a limited relative l movement of the slides and valves; and positively acting cams for moving the respective slides vand valves positively in; both directions and vpreventing overthrow ofthe valves.

8. In-combination with inlet and exhaust valves having concentric stems one movable 'within the other;- an oilv passage `lformed Vwithin the inner stem 'and opening to the circumference thereof, and serving to.- de- Vvlivery oil to the contact-ing surfaces of the Y ktwo valve stems.

9. k*Inv combination lwith* an annular valve having a tubularv stem and a spiderconnecting. the annular body and the'stem; oil pas- Vsages extending: from the 'interior` of the annulaivalve stem through the spider arms tothe periphery of said valve; a diskvalve arranged to the annular valve, Vprovided with a stem fitting :and movable within the tubular stemof-the -annular valve;Y and-having a Vlongitudinal.oil passagein its stem openling to the surface ef said stem; whereby oil l is delivered-to the contacting surfaces of the ltwo valve stems and to the surface of4 the annular valve.

10. In Aengine .constructiony Va lcam-shaft supporting fra-me,V comprising a' series of ber of cylinders employed.

seat a-gainstthe open` end ofv similar uprights or standards each provided Y with an enlargement having an opening to .receive Ya .bearing sleeve; bearing sleeves each-having a portion of dimensions tofit accurately the opening of one of said standards, and provided with a disk; fastenings for securing said disk to the standard; and a connecting member extending Jfrom post to post, whereby the frame may be built up to any suitable length according'to thernum- 11. In combination with a valve seat and an annular valve to-seat thereon; a. disk valve arranged to seat upon the annular valve; cams for positivelyY moving said` valves in seating and unseating directions; `a carrier for each valve upon which the cams act; a yielding connection between the respective carriers and valves; including a stressed spring tending to draw the valve andthe slide toward each other; and stops limitingthe-play of the spring, said connection serving to secure an elastic and sure lseatiiigofeach valve, and toprevent injury through excessive travel of either carrier or through premature seating ot f either being substantially identical inthe two cams; whereby the inlet valve is enabled to maintain its seating Yontlie annular valve both whilesaid annular-valve is seated and during its travel iromand return to its seat.

- 13. In combination with an annular valve and its seat, a diskvalve concentric with and arranged to'seat .upon and close the openend of said annularv valve; cams for positively seatingy and positively unseating said valves; and yielding connections'between the valves and their cam-actuated carriers, including for 4each-a spring under compression, those portions of the valve-iin- Vseating cams which when the valves are seated directlyV 'face the surfaces against which said cams act, being slightly cut away .to permitv the springs to drawthe valves `firmly to Vand to hold them closelyagainst their respective seats.

14. vIn combination withan engine cylinder having a valve seat. :an annular valve V.movable to and from said seat: a disk valve movable both with and independently of said annular valve,and serving to seat upon and close the passage through said lvalve at proper times; independent carriers for-said valves; yielding .y connections vbetween said valves and their respective carriers; an

l each inwui-fllyaeting @am being slightly out away on its smaller hub portion to prevent Contact oi such hub portion with the Carrier lug on which 1t acts, at the moment that the outwardly-acting companion Cam is at its 10 maximum effective throw; whereby the cams and valve carriers are enabled to complete their full throw or travel after the seating of their respective valves.

ln testimony whereof I have signed my 15 name to this specification.

CHARLES R. GREUTER. 

